Fluid pressure regulating device

ABSTRACT

A regulating device for adjusting the pressure and/or volume of a body of gas or liquid relative to an ambient or exterior gas or liquid. The regulating device has particular application in marine situations and can be installed in a submersible vessel, e.g. a diving device or a submarine, to control the condition of flotation of the vessel on or under the sea or other large water mass. Various embodiments of the regulating device and their uses are given.

O United States Patent [151 3,664,366 Munguet [4 1 May 23, 197 2 54]FLUID PRESSURE REGULATING 3,487,647 1 1970 Brecht ..1 14 163 DEVICE863,532 8/1907 Hector ..114 16.3

1,240,189 91917 F .....l1416. [72] Inventor: Oscar Ferrer Munguet,Balmes 188, 6la l 888 667 $1932 22 1 2 Bmekna Spam 3,104,675 9/1963Blenman ..137 225 [22] Filed: Jan. 24, 1969 Primary Examiner-M. CaryNelson 21 A l.N 793 85 i 1 PP 5 Assistant ExaminerRichard GerardAttomeyMcGlew and Toren [30] Foreign Application Priority Data Jan. 251968 Spain ..349,747 [57] ABSTRACT A regulating device for adjusting thepressure and/or volume [52] U.S. Cl ..137/209, 1 14/16 E, 417/237 of abody f gas or liquid relative to an ambient or exterior gas [51] Int. Cl..B63g 8/24 or liquid The regulating device has particular applicationin [58] Fleld of Search 1 l 344, 225, marine Situations and can binstalled in a Submersible vessel 1 14/163 16 E e.g. a diving device ora submarine, to control the condition of flotation of the vessel on orunder the sea or other large water [56] References cued mass. Variousembodiments of the regulating device and their UNITED STATES PATENTSuses are given- 1,473,314 11/1923 Poccia ..417/237 9 Claims, 11 DrawingFigures 1 L 74 I l- 5 11 5 1 V 8 11 12 4 3 10 9 age-4 PATNTEDMAY23 19723, 664, I366 SHEETIUFQ mun/rm I Dscmz FS'REER MIA 6067 WWM W mn'rrogueys FLUID PRESSURE REGULA'IING DEVICE The present inventionrelates to a device for regulating the pressure and/or volume of a firstfluid mass in relation to the variable pressure of a second fluid mass.

For the regulation of fluid masses, such as when they are introducedinto compartments in order to obtain certain floating conditions,several methods are already known which are useful in the rescue ofsunken vessels, for instance, compressed air is blown into some sectionsof the vessel or into diving dresses, diving-bells or other divingdevices, either static or dynamic. In all these procedures, systems areused which are manual or involve little automatic control and result inslow operation as well as not being very efficient and safe, since theydepend unduly upon the human factor. Also, these systems can causeconsiderable losses of gas due to forced expulsion of this in eachchange of level in succesive series of rises and falls in depths.

An object of the present invention is to overcome these disadvantages,in order that the apparatus referred to can be compared in itsfunctioning to the operation of the natatorial bladder system of a fish.This system, in accordance with the explanations of Giuseppe Colosi,Director of the Zoological Institute of the University of Florence, inits work Marvels of the Sea, makes the tissues and other organs of thefish suitable to resist the pressure at any submarine depth in spite ofits natural fragility. The natatorial bladder of the fish, in this case,is equivalent to a space full of gas, maintained at an internal pressureperceptibly equal at all times to the pressure of the exterior where itis placed and which, as it is known, can vary in pressure at any moment,according to depth and other factors.

In order that the invention and its operation may be readily understood,several embodiments are described below in conjunction with theaccompanying drawings, in which:

FIG. 1 illustrates one possible arrangement of the components of adevice for regulating the pressure of a first fluid mass relative to asecond fluid mass;

FIG. 2 shows on a larger scale and in more detail a control device shownin FIG. 1;

FIG. 3 shows another embodiment of part of the device, i.e. the maincontainer, shown in FIG. 1;

FIG. 4 shows another embodiment of the main container;

FIG. 5 shows diagrammatically a two-stage compressor of an alternativetype to that forming part of the device shown in FIG. I; v

FIG. 6 shows diagrammatically a three-stage compressor, which can beused instead of the compressor used in the general assembly of thedevice according to the invention;

FIG. 7 shows diagrammatically a known form of multicylinder compressorwhich may replace the compressor used in the device of FIG. 1;

FIG. 8 shows a longitudinal vertical section through a vessel in which aregulating device according to the invention has been installed;

FIG. 9 shows a modification of the device of FIG. 8;

FIG. 10 shows a regulating pendulum for controlling horizontal stabilityof a vessel fitted with the device of the invention during immersion;

FIG. 11 shows a half-transverse cross-section of a submarine hull,illustrating another possible installation of the device according tothe invention.

The regulating device may be used either to control the depth of asubmarine equipped with a pressure hull by varying the ratio of gas towater in its ballast tanks or to maintain the air pressure inside asurface vessel which has been adapted for underwater travel but does nothave a pressure hull resistant to the external water pressure. In eithercase, as shown in FIG. I, the basic components of the device may belocated outside the habitable hull 2 of the submarine or the vessel,except for the necessary controls. A two-stage compressor 1 is mountedoutside the hull 2, together with its associated electric motor, towhich it is drivingly connected in known manner. The compressor 1comprises a first-stage cylinder 7 and a second-stage cylinder 8.Admission and exhaust valves of the first-stage cylinder 7 are indicatedat 3 and 4 respectively, and the corresponding admission and exhaustvalves of the second-stage cylinder 8 are indicated at 5 and 6. A safetyvalve 9 for avoiding excessive overpressure in the cylinder 7 isprovided, while an automatic control device 10 for controlling the finalpressure established in the first-stage cylinder 7 during operation isalso provided.

A throttle valve 11, operation of which is controlled by the controldevice 10, regulates the gas or air which passes through such valve 11from an inlet line 12 to the valve 3. A three-way valve 13, which isoperated electrically by a switch 28 described in detail below, can beoperated so that gasses pass from first-stage cylinder 7 via theoutlet'valve 4 and then the inlet valve 5 to the second-stage cylinder 8or instead to a delivery line 14 which, like the line 12, is connectedto a container 15, which in this case is a ballast tank of aconventional submarine. A third line 16 is connected via the exhaustvalve 6 of the second-stage cylinder 8 to a series of high pressurebottles l7. 1

The regulating tank or container 15 communicates at the bottom with thewater outside the vessel, so that this water rises in the container to alevel, indicated at 21, corresponding to the position of equilibrium atthe particular depth of the submerged submarine. Inside the container 15above the level of the water, there is a space 19 which is occupied bygas, so that, for a constant amount of gas, the water will rise from thelevel 21 to a higher level 22 or will fall to a lower level 20, inaccordance with any increase or decrease of the depth and therefore ofthe ressure of the water outside. These variations of level inside thecontainer 15 cause corresponding movement of a float 23. This isconnected by a rod 44 to one end of a two-armed lever 24, the other endof which is an actuator for a valve 27 and, if required, also for theelectric switch 28. Displacement of the float 23 causes the lever 24 toactuate the valve 27 or the electrical switch 28, according to thedirection of the movement of the arms of the lever 24. A control member26, operated from the interior of the hull 2, actuates a small electricmotor 25 which is coupled to the lever 24 and also to the rod 44attached to the float 23. Operation of the motor 25 not only permits thefloat to rise or fall independently of the level the water has reachedinside the container 15, but also reverses the operation of the lever24, as will be described below. This occurs while the operator maintainsthe control member 26 in operation, i.e., so as to obtain the desiredlevel inside the container 15, as marked or signalled by correspondingindicators.

The valve 27 is located in the line 16 and is connected by another line43 to the upper part of the container 15, so that actuation of the valve27 by rising of the float 23 can connect the space 19 in the container15 with the bottles 17.

FIG. 2 shows a longitudinal cross-section of the device 10 forcontrolling the final pressure (i.e., intended to maintain the latterconstant but so as to not exceed the ultimate strength of the compressorwalls). The housing of the control device 10 is connected via a tube 29and a regulating member 30 with the interior of the first-stage cylinder7, i.e., to the compression chamber of the compressor 1.

The tube 29 is divided into branches 29a and 29b, each of which isconnected by a gas-tight union to a spring-loaded piston 31 or 32located in the housing of the device 10. The spring which corresponds tothe piston 31 is adjusted to a pressure somewhat lower than the normalpressure in the firststage cylinder, while the spring corresponding tothe piston 32 is adjusted to a pressure slightly higher. A doubleratchet 33 which has its teeth directed in opposite directions,cooperates with pawls forming one limb of each of two rocker levers 34and 35. The lever 34 is coupled to the two pistons 31 and 32 andoperates to advance the ratchet wheel 33 in an anticlockwise direction,as viewed in FIG. 2, whereas the lever 35 is coupled at 36 to a push rod38 and operates to advance the ratchet wheel 33 in a clockwisedirection, as viewed in FIG. 2. The push rod 38 is in turn connected toa two-armed lever which carries a cam follower, so that at eachrevolution of the cam 37 secured to the crankshaft of the compressor 1,FIG. 1, the shaft 33 carrying the ratchet 33 is rotated. The shaft 33'serves to drive the throttle valve 11, FIG. 1.

If there is a pressure in the first-phase cylinder 7 between the twopressures for which the pistons 31 and 32 are adjusted, then byoperation of the piston 31, the lever 34 causes rotation of the shaft 33by an amount equivalent to one tooth of the ratchet 33, which would bethen followed by a similar amount in the opposite direction during thesame cycle of the compressor, due to the cam 37 and its cooperatingelements 38 and 36 acting on the lever 35, i.e., since the latter isadjusted for an identical movement of one tooth at a time in theopposite direction. The shaft 33 would thus return to its initialposition.

n the contrary, if there is an excess pressure, the piston 32 wouldoperate, causing rotation of the shaft 33 by an amount equal to two ofthe teeth, so that on the following reversal by one tooth, caused by theaction of the cam 37 and the rod 38 on the lever 35, it is evident thatthe shaft 33 is advanced angularly by the distance of one tooth relativeto its initial position in the same compression cycle.

Otherwise, if there is a pressure inside the cylinder which is too lowto actuate the piston 31 or the piston 32, the shaft 33' remainsstationary as regards the lever 34, but not as regards the other lever35. Consequently, on ending the corresponding compression cycle, theshaft 33 is located in an angular delayed position, which, by means ofthe corresponding transmission to the throttle valve 11, results in alarger final pressure in the compression cycle.

In FIG. 2, 39 and 40 indicate limit stops for the strokes of the pistons31 and 32 respectively, while other adjustable stops 41 and 42 cooperatewith the levers 34 and 35.

The communicating tube 29 allows the pressures in the firststagecylinder 7 to operate the pistons 31 and 32, and it can be seen thatthis operation can be obtained by air or gas coming directly from thecompression chamber of the cylinder, or by means of any otherintermediate fluid, such as oil. In the latter case, this fluid can beprincipally contained in the regulating member 30, which isclosed at thetop and at the bottom by two auxiliary pistons 50 and 51, respectively,the first serving to transmit the pressure from the first-stage cylinder7 and the second serving to function as a storage or regulation device,for instance, during the filling operation.

As regards operation of the regulating device according to theinvention, there are three cases to consider: first, when the submarineis motionless at a predetermined depth; second, when there are changesin its depth along a given vertical line; and third, when the submarineis navigating under-water. In these three cases of immersion, thecompressor 1 (FIG. 1) should have been started from the first moment ofimmersion.

In the first case, the float 23 occupies a constant level inside thetank 15, as for instance the level 21, so that the space 19 occupied bygas also contains a constant mass of air or gas which is subject to apressure equal to that of the exterior water at that depth. Under thesecircumstances, the compressor 1 withdraws a constant volume of gas fromthe space 19, by means of the tube 12, in order to return it, in eachcycle of compression, to the same space 19 by means of the tube 14,while the second-stage cylinder remains inactive, and the valve 6closed, because of the constant pressure of the gas contained in thebottles 17. In this position of equilibrium for the submarine at suchconstant depth, if a descent to the seabed were to begin, as thepressure of the exterior water increases and the gas in the space 19 iscompressed, the level of the water within the tank rises together withthe float 23, and this makes the lever 24 operate to open the valve 27,so that then air or gas is sent into the space 19 from the bottles 17through the tube 43, until the float 23 recovers its initial level 21,when the lever 24, having gained its neutral position, causes the valve27 to close again. If, on the contrary, the submarine has ascended tothe surface, the air or gas contained in 19 would have been expanded,because of the lower pressure of the external water, causing the float23 to descend, for instance to the level 20, making the lever 24 operatethe electrical switch 28, in order to actuate the three-way valve 13 andso cause the gas exhausted from the first-stage cylinder 7 to betransferred to the second-stage cylinder 8, instead of returning to thespace 19, in order to be compressed and stored in the bottles 17 aftergoing through the exhaust valve 6 and the line 16, until the float 23finally regains its neutral or original level 21, when the lever 24 nolonger operates the switch 28.

In the second case, i.e., if it is desired to change depth along thevertical, this is obtained by changing from the level 21 where the float23 is initially, either to a lower position 20. if one wishes to ascendto the surface, or to a higher level 22. if it is desired to descend toa greater depth. Thus, when it is desired to reduce depth or to ascend,it is only necessary for the operator in the habitable hull to operatethe switch or control 26 so as to cause operation of the small electricmotor 25, in order to shorten the telescopic rod 44 which connects thefloat 23 to the lever 24, in such a way that the float 23 is made todescend to the desired level 20. At the same time, the lever 24 nowoperates in the opposite direction to the previous case, ie, it nowactuates the valve 27, so as to cause the air or gas coming from thebottles 17 to be sent to the space 19, until the water inside the tank15 reaches the desired lower level 20 and as indicated by visual signalsor indicators in the interior of the habitable hull. When this occurs,the operator manipulates the control 26, so as to leave the componentsas they were previously, with the exception of the new setting for thefloat 23 and the corresponding shorter length of the telescopic rod 44,for the actual neutral position of the lever 24. On the contrary, if onedesires to descend to a greater depth, the operator manipulates thecontrol 26 in the opposite direction, so as to cause reverse operationof the small electric motor 25, in order that the telescopic rod 44becomes extended and so causes the float to occupy a higher position,for instance the level 22; at the same time, the lever 24 acts in theopposite direction to the previouscase, i.e., acting on the switch 28 inorder to cause the second-stage cylinder of the compressor to come intoaction and so cause air or gas to be extracted from the space 19 and tobe stored in the bottles 17, for the time during which the level of thewater within the tank 15 has not reached the higher level 22, asindicated or signalled in the interior of the habitable hull, at whichmoment the operator ceases to operate the control 26, thus leaving thecomponents as they were before, with the exception of the new settingfor the float 23 and a longer length of the telescopic rod 44, for theactual neutral position of the lever 24.

In the third case, i.e., when the submarine is already navigatingunderwater using its propellers and depth vanes, the principal advantageof the device according to the invention lies in that it constitutes asafety element against excessive depths which could result indeformation or even crushing of the habitable hull, because, due to themanner of operation of the compressor 1 in combination with theautomatic control device for the final pressure, if the safe limitingdepth for the submarine under normal conditions is exceeded, at which itis not possible to obtain a greater degree of throttling at the inlet tothe first-stage cylinder of the compressor 1, then the correspondinglygreater final pressure inside the cylinder operates the safety valve 9,in such a way that a suitable electrical connection, for instance, wouldbe enough to start any kind of alarm. Further, if preferred, the devicecan be arranged to initiate either the introduction of air into theballast tanks or an adjustment of the depth vanes until the submarinehas returned to a lesser depth, without the need of any surveillance onthe part of the crew. No less interesting in this aspect of safetyduring underwater navigation is the possibility of actuating an alarmindicating excessive depth always a little before the limit of safetyfor the submarine has been reached, by simply graduating the maximumthrottle capacity by means of the valve 11, so that this limit isreached a few meters before the admissible maximum depth. Under theseconditions of underwater navigation, it would not be necessary for allthe elements related with the lever 24 and the float 23 to operate, asit is sufficient for the compressor 1 to operate continuously, bydrawing in air or gas from the space 19 and returning it to the space,since the submarine normally maneouvers when submerged by means of itsrudders, vanes and propellers and so variation of the level of the waterinside the regulating tank is not particularly significant.

Another improvement in safety during underwater navigation includes theaddition of a hammer operated by a cam moved by the revolutions of thecompressor. This hammer can be arranged to contact a bell or a membraneat one or more points inside or outside the hull of the submarine, insuch a way that the sound given by the resultant hammering is a signalfor the crew that something is not working properly, so that a return tosurface is indicated. In FIG. 11, the compressor l is installed close tothe habitable hull 81, in the case where the hammer is used to hit thehull and where the device has been installed inside one of the ballasttanks of the external structure 82.

As regards other advantages of the device shown in FIG. 1, in additionto the three fundamental cases already described, the compressor 1 canbe used during surface navigation to fill the normal bottles of air insuch vessels, apart from the bottles 17, by drawing air in directly fromthe atmosphere through the valve 18, for instance, assuming the latteris independent of the tank 15.

The container 15 was described in relation to FIG. 1 as having anopening at the bottom, so as to establish communication with theexternal water and it is evident that this construction can be varied inmany different ways within the scope of the present invention.

Thus, in FIG. 3, for instance, another construction for the tank I5 isillustrated, this time being of a compact and elastic type, in such away that the space 19 for the gas constitutes the interior of thecontainer. In this case, it is evident that the construction andexpansion of the elastic walls 45, subjected in use to the pressure ofthe external water, would cause corresponding actuation of the rod 44and its attached elements 24, and 26, in a similar way to that describedfor the analogous components represented in FIG. 1. In the same way, theauxiliary rod 46 indicates contraction or expansion of the elastic walls45, equivalent to the levels 20, 21 and 22 mentioned in connection withthe previous embodiment.

Another example of construction of the tank or container 15 is shown inFIG. 4, for those cases in which it is not convenient for the exteriorwater to pass directly into the tank 15. An auxiliary container 49 andthe main container 15 are interconnected and contain a fluid 48 which isa different density and which is immiscible with water. The water entersthe auxiliary container 49 through a pipe 47, varying the level in theauxiliary container and thus the level in the main container to actuatethe float 23.

Regarding other possible constructions for the compressor 1, it isevident it can be of any other type, including rotary compressors.Piston compressors, when used, can be of a very simple construction,such as those having an even multiple of cylinders as shown in FIGS. 5and 7, particularly when the need is to navigate at a small depth orwhen dealing with low pressures in the storing of air or gas in thebottles 17, since in such cases these compressors may be even of thesingle stage type. Naturally, in cases in which it is more convenient touse air or gas under high pressure, it would be preferable to use two ormore stages, like the one illustrated in FIG. 6. In the latter case,while the cylinder 52 operates as described in connection with FIG. 1,the remaining cylinders 53 and 54 serve to till the bottles 17. It ispossible, naturally, to interchange the first and second stage cylindersand also combine them in other ways.

Referring now to the use of the invention in connection with lightstructures, as for instance surface vessels or aircraft these can easilybe made for submerged use or underwater navigation without basicreinforcement of their structures. The following description is of areal case of a surface vessel, built in the usual way with water-tightcompartments formed by means of transverse bulkheads, as used in certainmerchant ships, particularly oil tankers, like the one shown in FIG. 8with the reference numeral 54. In this vessel, the water-tightcompartments are indicated at 55, 56, 57, 58, 59, 60, 61, 62 and 63.Reference 62 corresponds to the engine compartment, which in the presentexample has for propulsion a diesel engine of the multi-cylinder type,as is usual in such ships and as shown in FIG. 7.

As is known, this type of engine is started by compressed air previouslystored in bottles, so that in this example it can be assumed that thefilling of such bottles is done by using one or two cylinders of thesame engine as compressors, while the other cylinders serve to givepower in the normal way. In FIG. 8, 64 indicates the superstructure,usually found in the stern of this type of vessel, while 21 representsthe level of the water when navigating on the surface.

For the case of immersion being described, this oil tanker has beenprovided with a habitable chamber 65 in which can be located not onlythe principal controls for the immersion, but also in which thosemembers of the crew in charge of the engine, etc. can remain when notoccupied in the engine compartment 62. At 66 is indicated a structure inthe form of a hollow main mast, intended to contain or protect tubes forthe admission of air and the exhaust of combustion products to and from,respectively, the propulsion engine. The structure is also for useduring navigation when submerged near the surface, in this connection itmay house an auxiliary periscope and serve to support a small externalobservation post, in the top end 67, near the surface or level 22, asshown in FIG. 8. This column or hollow mast 66 can also be used by thecrew to leave the vessel when, in an emergency, it would be advisable orconvenient not to return it to the surface. In order to ensure stabilityduring navigation in the submerged condition, the vessel 54 would beprovided with depth vanes 68, of known type.

With the vessel 54 so fitted out, the regulating device of FIG. 1 isinstalled so that the compartment 59 acts as the tank 15 shown in FIG.1, i.e., after being provided with the corresponding auxiliary elementsso that it can function as described in connection with the tank 15. Thebow and stern compartments or tanks 55 and 63 are partially filled withoil, so that this floats on the water obtained from the exterior andfilling the remainder of such tanks; this ensures the horizontalstability of the vessel, for instance, by transferring oil by means of acirculating pump from one tank to the other and under the control of anautomatic device explained later. The remaining compartments 56, 57, 58,60 and 61 are filled completely with oil or in the known way with water,so as to prevent damage to the metal walls because of the pressure ofthe external water. Regarding the compartment 62 used as the engineroom, this may be maintained full of air at a pressure substantially thesame as that of the external water, in the usual way; in the first case,this can be easily achieved by connecting the top of the compartment 62with the top of the central compartment 59.

When the vessel is to be submerged, this can be done by flooding thetanks or ballast spaces with external water, until the correspondinglevel is reached, so as to cause submergence to a level similar to 22,in which only the top end 67 is slightly above the surface and the sameengine used during surface propulsion can also be utilized fornavigation. In such conditions and in order to maintain within theregulating compartment 59 and the engine room 62 the pressurecorresponding to such depth, it is evident that it will not be necessaryat this time to use air obtained from storage bottles, as the necessaryair can be obtained directly from the atmosphere through the mast 67,when drawn in by the compressor located in 62. Thus, because of theregulating device controlling the air or gas within the tank orcompartment 59, already described in connection with FIG. 1, the crewwill then not have any trouble in maintaining the pressure of the gasesin compartment 59 and other spaces connected therewith, such as thecompartment 62, i.e., since this pressure is of a similar value to thatof the water in which the vessel is navigating. At the time forreturning to the surface, it will be sufficient to drain the tanks orballast spaces of the water previously admitted at the time ofimmersion, in order to return the corresponding conditions of flotation.

FIG. 9 illustrates another version of the invention, which can beallowed to descend to a greater depth than that usually permitted by thelimited length of the hollow mast 66. In FIG. 9, it can be seen thatflexible tubes 69 are connected to a cable 70 which is attached to afloating buoy 71 towed from the same vessel 54 or fitted with its ownmeans of propulsion. These flexible auxiliary tubes 69 allow for thecorresponding air admission to and exhaust products from theinternalcombustion engine of the submerged vessel, which in this manner can nowcontinue operating at such a greater depth.

Regarding the automatic levelling device permitting proper operation forthe circulating pump intended to interchange liquids between the tanksor compartments 55 and 63, this device consists essentially of apendulum 72, as illustrated in FIG. 10, which when the vessel inclinesone way or the other acts either on a contact 73 or an opposite contact74 and so permits the operation of the circulating pump in the correctdirection, until the horizontal stability of the vessel is regained.

It is evident that the different versions of the invention so fardescribed are susceptible to many modifications, in accordance with theadvantages or qualities which in each case it is desired to improve.

Thus, for instance, referring to FIG. 8, when using a multicylindercompressor such as that shown in FIG. 7, it would be feasible to useeach of the cylinders 77, 78, 79 and 80 so as to take care independentlyand with all of the accessories, as per FIG. 1, of one or more of thevarious water-tight compartments of the vessel 54, or of independentgroups of them, obtaining greater safety by reason of the independentsystems so used.

As regards the use as the compressor 1 of any of the cylinders of thepropulsion engine of the vessel, while the remaining cylinders continueacting as power cylinders in the usual way, changes can be made which incertain cases can offer special advantages. Thus, when requiring tomaintain or increase the driving power for surface navigation, in spiteof working the engine with a lesser number of cylinders, someoverfeeding under special known circumstances can be used. Also, thisoverfeeding of all the engine cylinders can be arranged in such a waythat before combustion of the explosive mixture, the excess airpreviously admitted into each cylinder is eliminated, in order tore-establish adequate compression before the corresponding explosions ofthe mixture. In that case, the device 10 may also be regulated withrespect to the pressures of combustion or explosion, if this isconsidered more convenient, while is also evident that the eliminationof air from the cylinders could be also effected during the moment whencombustion has already been initiated. The same can be said about otherpossible combinations of the same type, including those concerning theuse of the exhaust gases either to fill the bottles 17 or any otherwater-tight compartments of the vessel 54, if necessary, or in caseswhere it would be more convenient to descend to a greater depth, duringwhich the clean air retained in the compartment 59 and the remaindercould be used for the operation of a small auxiliary engine used only insuch exceptional emergencies.

As regards the regulating capacity of the device at a certain depth, bywhich the device can cause regulation at each revolution of thecompressor 1, Le, with great speed, it is also evident that suchstabilization can be improved with the help of a gyroscope, which neednot be very strong, even for submarines of considerable tonnage.

Regarding the use of the present invention for the metering of difficultatmospheres, for instance in the case of a diver who has to reach adepth of about 300 meters using as an atmosphere a mixture of oxygen andhelium, then the corresponding graduated dose at any successive depthcould be obtained by installing the system in such a way that the devicein FIG. 1 controls or regulates the helium in circulation, i.e.,assuming that the bottles 17 are filled with helium, the fluid gas inthe space 19 feeding the breathing mask of the diver, once it has beenenriched with oxygen from a bottle provided with a suitable dosing valveoperating according to the external water pressure, and while theproducts resulting from the divers breathing would be returned to thespace 19, after being purified or cleaned as necessary.

It is evident also that the present invention is also applicable tocases in which the ambient fluid is different from sea water or riverwater, wherein it can be used as a regulator, as in the cases previouslydescribed. An example of such use is a new application on an aircraft orspacecraft, when the ambient or extema] fluid surrounding the craft isof a different density to that of water. In the case where it isnecessary to increase the lightness of the basic device illustrated inFIG. 1, the compressor 1 could be replaced by an indicator or currentmodifier based on a known substance which modifies its dielectricproperties when subjected to pressure, in order to act in the usual wayon the space 19, in accordance with the other conditions of the ambientatmosphere. Equally, any other known method, either electric orotherwise, could be used instead to carry out analogous functions.

In summary, it can be seen from the previous description that thepresent invention enables naval structures or vehicles of any kind to beoperated in different surroundings or atmospheres by means of onlyslight modifications, while with the same invention it is also possibleto adapt trucks, wheeled capsules or tanks to run over the bottom of thesea, by simply adding to their structures the necessary elements oraccessories, e.g., as in accordance with FIG. 8.

In the event of a leakage of fluid in circulation through the interiorof the device, this can be restored or recovered by known methods fromthe ambient or external fluid mass.

I claim:

1. A device for regulating at least one of the pressure and volume of afirst fluid mass in relation to the variable pressure of a second fluidmass which acts on the first fluid mass, said device comprising, incombination, compressing means for compressing the first fluid, andincluding a first fluid inlet thereto and a first fluid outlettherefrom; a tank for containing compressed first fluid subjected to thepressure of the second fluid; means connecting said tank to said firstfluid inlet and to said first fluid outlet; and pressure sensing meansoperable responsive to the pressure at said first fluid outlet tocontrol the volume of first fluid admitted through said first fluidinlet to maintain the pressure of the first fluid at said first fluidoutlet within predetermined limits.

2. A device, as set forth in claim 1, including means for producing awarning signal when the pressure of the first fluid in said tank exceedsa predetermined value.

3. A device, as set forth in claim 1, wherein said tank compriseselastic walls.

4. A device, as set forth in claim 1, including a multicylinder internalcombustion engine, said compressing means comprising at least onecylinder of said multi-cylinder internal combustion engine,

5. A device for regulating the pressure and/or volume of a first fluidmass in relation to the variable pressure of a second fluid mass whichacts on the first fluid mass, comprising means for compressing the firstfluid including a first fluid inlet thereto and a first fluid outlettherefrom, a tank for containing compressed first fluid, means forconnecting said tank to said inlet and outlet of said compressing means,means for controlling the pressure at said outlet of said compressingmeans for maintaining the pressure of the first fluid at said outletwithin predetermined limits, storage vessels for storing the firstfluid, means for connecting said storage vessels between saidcompressing means outlet and said tank, means for selectivelycontrolling flow of the first fluid from said compressing means eitherto said tank or to said storage vessels, and means for controlling flowof said first fluid from said storage vessels to said tank.

6. A device, as set forth in claim 5, wherein said compressing means isa two-stage compressor, said outlet from said compressing meansconnected to said tank comprises the outlet from the first stage of saidcompressor, said second stage of said compressor having an outlettherefrom in fluid communication with said storage vessels, and saidsecond stage having an inlet thereto connected to said means forcontrolling flow of first fluid between said compressor and said tank orsaid storage vessels.

7. A device for regulating the pressure and/or volume of a first fluidmass in relation to the variable pressure of a second fluid mass whichacts on the first fluid mass, comprising a twostage compressor, thefirst stage of said compressor having an inlet thereto and an outlettherefrom, the second stage of compressor having an inlet thereto and anoutlet therefrom, a tank having an opening therein disposed incommunication with the second fluid mass and having a fluid leveltherein of the second fluid with a space above the fluid levelcontaining the first fluid, first passage-way means connecting the inletto the first stage of said compressor with the space in said tankcontaining the first fluid, second passage-way means connected to theoutlet from the first stage of said compressor to the inlet to thesecond stage of said compressor and to the space in said tank containingthe first fluid, a three-way valve located within said secondpassage-way means for selectively circulating first fluid from the firststage of said compressor to the second stage of said compressor or tosaid tank, third passage-way means connected at one end to the outletfrom the second stage of said compressor and at its opposite end to thespace in said tank containing the first fluid, a plurality of storagevessels for storing first fluid each connected to said third passagewaymeans, a valve located in said third passage-way means between saidstorage vessels and the end thereof connected to said tank forcontrolling flow of first fluid through said third passage-way means, afloat located within said tank for following the level of the secondfluid contained therein, means connected to said float for selectivelyoperating said valve in said third passage-way means, an electric switcharranged to be actuated by said means connected to said float forselectively operating said three-way valve, and a control device forcontrolling the final pressure established in the first stage of saidcompressor during operation.

8. A device, as said forth in claim 7, wherein said control devicecomprises a housing, a regulating member mounted on said compressor andforming a chamber therein, means within said regulating member incommunication with the chamber therein and the first stage of saidcompressor for transmitting the pressure from the first stage to thechamber, conduit means connecting the chamber in said regulating memberwith said housing, said conduit means comprising a first conduitconnected to said second regulating member and a pair of branch conduitsextending from said first conduit to said housing, a pair ofspring-loaded pistons disposed within said housing and each saidspring-loaded piston connected to a different one of said branchconduits, said compressor comprising a crank shaft, a shaft positionedwithin said housing and arranged to drive said throttle valve, and meansconnected to said spring-loaded pistons and to said crank shaft forangularly disposing said shaft which drives said throttle valve independence on the relationship between the pressure in the first stageof said compressor and the pressures corresponding to said spring-loadedpistons.

9. A device for regulating the pressure and/or volume of a first fluidmass in relation to the variable pressure of a second fluid mass whichacts on the first fluid mass, comprising means for compressing the firstfluid including a first fluid inlet thereto and a first fluid outlettherefrom, a tank for containing compressed first fluid, means forconnecting said tank to said inlet and outlet of said compressing means,means for controlling the pressure at said outlet of said compressingmeans for maintaining the pressure of the first fluid at said outletwithin predetermined limits, an auxiliary tank arranged in directcommunication with the second fluid mass and containing an intermediatefluid in communication with the second fluid, and passageway meansconnecting the intermediate fluid in said auxiliary tank with said tank,whereby the pressure of the second fluid is transmitted to said tank bymeans of the intermediate fluid contained in said auxiliary tank and incommunication with said tank through said passageway means.

1. A device for regulating at least one of the pressure and volume of afirst fluid mass in relation to the variable pressure of a second fluidmass which acts on the first fluid mass, said device comprising, incombination, compressing means for compressing the first fluid, andincluding a first fluid inlet thereto and a first fluid outlettherefrom; a tank for containing compressed first fluid subjected to thepressure of the second fluid; means connecting said tank to said firstfluid inlet and to said first fluid outlet; and pressure sensing meansoperable responsive to the pressure at said first fluid outlet tocontrol the volume of first fluid admitted through said first fluidinlet to maintain the pressure of the first fluid at said first fluidoutlet within predetermined limits.
 2. A device, as set forth in claim1, including means for producing a warning signal when the pressure ofthe first fluid in said tank exceeds a predetermined value.
 3. A device,as set forth in claim 1, wherein said tank comprises elastic walls.
 4. Adevice, as set forth in claim 1, including a multi-cylinder internalcombustion engine, said compressing means comprising at least onecylinder of said multi-cylinder internal combustion engine.
 5. A devicefor regulating the pressure and/or volume of a first fluid mass inrelation to the variable pressure of a second fluid mass which acts onthe first fluid mass, comprising means for compressing the first fluidincluding a first fluid inlet thereto and a first fluid outlettherefrom, a tank for containing compressed first fluid, means forconnecting said tank to said inlet and outlet of said compressing means,means for controlling the pressure at said outlet of said compressingmeans for maintaining the pressure of the first fluid at said outletwithin predetermined limits, storage vessels for storing the firstfluid, means for connecting said storage vessels between saidcompressing means outlet and said tank, means for selectivelycontrolling flow of the first fluid from said compressing means eitherto said tank or to said storage vessels, and means for controlling flowof said first fluid from said storage vessels to said tank.
 6. A device,as set forth in claim 5, wherein said compressing means is a two-stagecompressor, said outlet from said compressing means connected to saidtank comprises the outlet from the first stage of said compressor, saidsecond stage of said compressor having an outlet therefrom in fluidcommunication with said storaGe vessels, and said second stage having aninlet thereto connected to said means for controlling flow of firstfluid between said compressor and said tank or said storage vessels. 7.A device for regulating the pressure and/or volume of a first fluid massin relation to the variable pressure of a second fluid mass which actson the first fluid mass, comprising a two-stage compressor, the firststage of said compressor having an inlet thereto and an outlettherefrom, the second stage of compressor having an inlet thereto and anoutlet therefrom, a tank having an opening therein disposed incommunication with the second fluid mass and having a fluid leveltherein of the second fluid with a space above the fluid levelcontaining the first fluid, first passage-way means connecting the inletto the first stage of said compressor with the space in said tankcontaining the first fluid, second passage-way means connected to theoutlet from the first stage of said compressor to the inlet to thesecond stage of said compressor and to the space in said tank containingthe first fluid, a three-way valve located within said secondpassage-way means for selectively circulating first fluid from the firststage of said compressor to the second stage of said compressor or tosaid tank, third passage-way means connected at one end to the outletfrom the second stage of said compressor and at its opposite end to thespace in said tank containing the first fluid, a plurality of storagevessels for storing first fluid each connected to said third passage-waymeans, a valve located in said third passage-way means between saidstorage vessels and the end thereof connected to said tank forcontrolling flow of first fluid through said third passage-way means, afloat located within said tank for following the level of the secondfluid contained therein, means connected to said float for selectivelyoperating said valve in said third passage-way means, an electric switcharranged to be actuated by said means connected to said float forselectively operating said three-way valve, and a control device forcontrolling the final pressure established in the first stage of saidcompressor during operation.
 8. A device, as said forth in claim 7,wherein said control device comprises a housing, a regulating membermounted on said compressor and forming a chamber therein, means withinsaid regulating member in communication with the chamber therein and thefirst stage of said compressor for transmitting the pressure from thefirst stage to the chamber, conduit means connecting the chamber in saidregulating member with said housing, said conduit means comprising afirst conduit connected to said second regulating member and a pair ofbranch conduits extending from said first conduit to said housing, apair of spring-loaded pistons disposed within said housing and each saidspring-loaded piston connected to a different one of said branchconduits, said compressor comprising a crank shaft, a shaft positionedwithin said housing and arranged to drive said throttle valve, and meansconnected to said spring-loaded pistons and to said crank shaft forangularly disposing said shaft which drives said throttle valve independence on the relationship between the pressure in the first stageof said compressor and the pressures corresponding to said spring-loadedpistons.
 9. A device for regulating the pressure and/or volume of afirst fluid mass in relation to the variable pressure of a second fluidmass which acts on the first fluid mass, comprising means forcompressing the first fluid including a first fluid inlet thereto and afirst fluid outlet therefrom, a tank for containing compressed firstfluid, means for connecting said tank to said inlet and outlet of saidcompressing means, means for controlling the pressure at said outlet ofsaid compressing means for maintaining the pressure of the first fluidat said outlet within predetermined limits, an auxiliary tank arrangedin direct communication with the second fluid mass and containing anintermediate fluid in communication with the second fluid, andpassageway means connecting the intermediate fluid in said auxiliarytank with said tank, whereby the pressure of the second fluid istransmitted to said tank by means of the intermediate fluid contained insaid auxiliary tank and in communication with said tank through saidpassageway means.